Ship-propulsion system



May 29, 1928. 1,671,480

J. F. METTEN SHIP PROPULS ION SYSTEM Filed Aug. 12, 1925 2 Sheets-Sheet l awuemtoz 2Sheets-Sheet 2 M My J. F. METTEN SH IP PROPULSION SYSTEM Filed Aug.12, 1925 May 29, 1928.

Patented May 29, 1928.

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it P? JOHN F. METTEN. or PHILADELPHIA, PnnnsvLvANIA.

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SHIP-PROPULSION SYSTEM.

Application filed August 12, 1925. Serial No. 49,692.

This invention relates to a system of propulsion for ships driven by internal combustion engines or other typesof engine requiring special equipment to adapt themto be reversed or to start under load.

The" object of the invention is to provide a propulsion system having a simple, easilyoperated control, and permitting rapid maneuvering of a ship driven by an internal combustion engine. V

A further object of the invention is to provide a simple rugged construction capable of transmitting large powers without My system avoids these objections and has the additional advantage of great power available for going ahead or astern at the moment the reversal takes place, due to energy stored in the flywheel and other revolving parts which would not be available if theengine were brought to a dead stop and started on air in the reverse direction.

My system of propulsion is particularly applicable to ferry boats, or similar vessels, where much maneuvering is required.

Fig. 1 is a diagrammatic plan view showboat, the vessel being driven in either direction alternately by propellers at. either end.

Fig. 2 is a diagrammatic elevation showing the engine with hand and governor con trol gear and clutches to larger scale.

Fig-8 is a still larger scale drawing of hand control gear and governor control, with a section through oil control valve in neutral position. Figs. i and 5 are sections of the oil control valve in the two different running positions.

Fig. 6 is a section through'one of the oil clutches andoil supply bearings.

Referring to Fig. 1, the non-revers ble engine 1 alternately drives the propellers 2 ing the arrangement as installed 'in' a ferry and 3 through clutches 4 and 5, intermediate shafts 6 and 7, flexible couplings 8 and 9, and propeller shafts l0 and 11. The change in direction ofthe vessel is accomplished by the opposed pitchof the propel lers; thus, when propeller'2is rotated by the engine the ship is driven forward in one di rection andpropeller?) is allowed to revolve idly. If propeller 8 is clutched to the engine instead of propeller 2,'the ship is driven The eng1ne1s run in the'reverse direction.

continuously at low or idling speed when neither propeller is engaged, and at high speed after clutching has taken place."

The main engine has on its crankshaft 16 flywheels 12 and 13 and'is fitted with special bearings 14 and 15 for admitting oil to the clutches l and 5. These clutches are prefer ably of the type disclosed in my PatentNo. 1,157,793 and shown in section=in Fig. 6.

Oil'underpressure is admitted tochamber a of the clutch thougha p g in bearing I M and holes I) in the crankshaft 16 in order to cause'the clutch to grip the shaft 6 to the engine crankshaft 16. A clutch casing'c carrylng an expansion ring 45 1s mountdisc 7 is mounted on intermediate shaft-'6 ed on the crankshaft 16. The diaphragm e is fastened to the expansion ring d. The

and may adjust itself with respectto ring g by a small axial movementpermittedby flexible coupling 8 shown'in Fig. '1'. The

surfaces of diaphragm e and ring'g adjacent" to the disc periphery are lined with asbestos lining material. It will be apparent that when oil is forced "under pressure i'nto'the chamber a, the diaphragm 6 will be forced against the'tenslon'of the expansion ring,

cl, and the disc f will be friotional'ly grip'ped between the ring 9 and the diaphragm 69 It is essential that'this gripping action be gradual and the size of the supply pipe and the oil chamber, a, must therefore be so pro- 1 'portioned as to allow some slippage during the time required to build up oil pressure in the chamber af V p The control system is shown in Figs. 2

and 3. Oil is supplied under pressure through pipe L froman oil pump (driven by engine orindependently driven) to oil control valve, M, which alternately admits oil through pipe K to right hand'clhtch-,

or through pipe J to left 'handclutchfi. 1 i i Fig. 4 shows position of theoil control valve when oil under pressure is admitted to 1 the left hand clutch, the oil at the same time being released and discharged from the right hand clutch through pipes K and H, to oil sump in engine crank case.

Fig. 5 shows theposition of the oil control valve when oil is admitted under pressure to the right hand clutch, the oil passing in through center of piston. M and at the same time being discharged from the left hand clutch through pipe J, around piston and through pipe H.

When the handle, F, Fig. 3, is in mid position, as shown, the oil control valve, actuated through gear quadrant, W, and rack, Y, is also in mid position, which allows the oil to discharge from both clutches due to pipes K and J being open simultaneously to the discharge pipe H. Under this condition the engine runs under control of the governor, E, operating on engine throttle, D, through lever B, pivoted at U, and links, S and D. The arm, P, which supports lever B, carries a cam roller, G, at its upper end which is guided between faces of sector, 0. Between points 6 and b ,this sector is of equal radius from center pin, T. From 6 to c and b to c the radius of sector increases towards a and 0 and accordingly when arm F is moved beyond B and B corresponding to b and b the cam roller, G, moves outward and the pivot, U, is moved downward. Just before 6 or 5 moving in the arc 6 -49 reaches the cam roller, G, the piston M in oil control valve uncovers pipe K or J, permitting either one or the other clutch to function, and when the engine tends to slow down under load the governor weight-s X X drop, which raises collar, Z, opening throttle, D. As cam roller, Gr, passes beyond points 6 or 5 the pin, U, moves down,

thereby opening the throttle and increasing the engine speed, which in turn causes the collar governor Z to move downwardly into engagement with fixed shoulder E and thereby offsetting the increase in throttle opening, due to movement of pin U, to hold the engine to the same speed. Thereafter the governor coiler Z merely acts as a fixed fulcrum for the lever B. Accordingly, any further downward movement of the pivot U would open the throttle valve and accordingly increase the engine speed, the governor no longer being able to offset the increased speed. It will thus be seen that control has been taken away from the governor and transferred entirely to the handle F for higher speeds of the vessel and engine.

lVhen the control lever is in a position between B and B the engine is under governor control and is running at low speed. Ordinarily all clutching and unclutching operations take place under these conditions. Positions of the controlarm between B, C and B C control the speed of the ship after clutching has taken place.

Due to the fact that the engine is running continuously it may develop its full torque in starting and stopping the ship. If,

propeller. The friction clutch provides sufficient slippage during the stopping and restarting in the reverse direction of the reversing shaft to prevent rupture or damage to the engine.

The single control lever provides a single flexible control of the engine for all the operation's necessary in maneuvering the ship and insures the proper sequence of opera tions.

I have for the sake of simplicity shown the invention applied to a boat using propellers at each end to effect reversal but my invention may be applied to a single propeller by any of the common methods in use for driving said propeller in opposite directions. I have also shown a clutch operated by fluid pressure but any suitable type may be used.

I claim:

1. A system of ship propulsion compris ing an internal combustion engine, a clutch adapted to connect said engine to a propel ler shaft, a governor for said engine adapted to control said. engine at low speeds, and means whereby during said low speed manipulation of said clutch may be effected, said means including a manual control for regulating the speed of said engine at high speeds and for operating said clutch.

2. A system of ship propulsion comprising a non-reversing internal combustion engine,

clutches for selecting the direction of propulsion, operating means for said clutches, an automatic speed. governor for said engino, and a manually operated speed regu lator coacting therewith, said regulator being adapted to change the engine power independently of governor movement. v

v 3. A system of ship propulsion comprising a non-reversing internal combustion engine, clutches for selecting the direction of propulsion, an automatic speed governor for said engine, and manually operated control and interlocking means for gripping one of said clutches at a time and for placing said engine under the control of said governor during the gripping and releasing opera tions of said clutches.

4. A system of ship propulsion comprising an internal combustion engine, a clutch for disconnecting said engine from a pro peller shaft, a governor for controlling the speed of said engine while said clutch is being operated, and common manual means'for variably controlling the speed of said engine when gripped to said shaft and for operating said clutch. A

5. A system of ship propulsion comprising lUO a non-reversing internal combustion engine,

fecting said connections alternatively, anautomatic governor controlling the speed of said engine while maneuvering, and a manual control for use at high, speeds when any one of said clutches are connected.

6. A system of ship propulsion comprising a non-reversing internal combustion engine, fluid pressure operated clutches for selecting the direction of propulsion, an automatic governor-setting a minimum speed for said engine, a manual control for operating said clutches, and means for increasing the speed of said engine coacting with said manual control.

7. A system of ship propulsion comprising a non-reversing engine, propellers situated at each end of the ship, fluid pressure operated clutches'for alternately connecting said engine'with said propellers, an automatic governor for said engine, and common manually operated means for governing the speed of said engine and for operating said clutches;

8. A- system of ship propulsion comprising 'a non-reversing engine, a propeller andshaft adaptedtodrive the ship forward and a propeller and shaft adapted to drive the ship-in the reverse direction, fluid pressure operated clutches for connecting said engine with said shafts, an automatic governor controlling the speed of said engine and manuallyoperated means for controlling the speed of said engine when one of said clutches is gripped and for operating said clutches.

9. In a ferry boat, or the like, having a propeller at each end, the combination with,

an internal combustion engine adapted to run in only one direction, of meansfor connecting said engine to said propellers to propel the boat in opposite directions, means to control the power of said engine, and a com mon controlling element for said connecting and power control means whereby substantially the same effectiveness of control can be hadduring the-driving of either propeller. I

10. In a ferry boat, or the like, having a propeller at each end, the combination with an internal combustion engine adapted to run in only one direction, of means for connecting said engine to said propellers to propel the boat in opposite directions, means to control the power of said engine comprising common means to couple said engine alternatively to either propeller and for controlling the engine control means.

11. A system of ship propulsion comprising a. non-reversible oil engine, in combination with a plurality of special clutches, an automatic governor control and common controlling means for said governor and clutchesoperative to control the speed of said engine while the clutches are discongovernor engine control means, and means whereby the engine is placed under automatic 'overnor control.

13. A system of ship propulsion comprising a non-reversible prime mover, a'pair of for releasing fluid pressure on. said clutches fluid pressure operated clutches, control means for said prime mover adapted to be operated-by hand or by a governor, and means controlled by said hand operated means for applying fluid pressure to engage one of said clutches while disengaging the 3 other of said clutches.

14. A system of ship propulsion comprising a non-reversible prime mover in combi V nation with a pair of clutches and a combined hand and governor control mechanism for controlling power of said prime mover and means for shifting the control'from governor to hand control and from'hand control to governor, whereby substantially the same effectiveness of control can be had during connection of either clutch.

15. In a ship having propellers for driv-' ing alternately from either end, the combination with a non-reversible oil engine, of

,means for connecting said engine to said propellers, comprising aplurality of fluid pressurev operated clutches and governing means for said engine adapted to place said engine under either governor or hand con trol, whereby substantially the same ,eifeo' tiveness of control can be had during connection of either clutch.

16. A propelling mechanism comprising a motor having a powercontrolhng element,

and motor, and means for controlling said power element and clutch, said means including a pivotal member having a cam and follower member so arranged'a-s to permit a shaft, a clutch for connecting saidshaft said power controlling element to remain i stationary while saidclutch is made opera a shaft, clutch mechanism for connecting said shaft and motor, means for controlling said power element and clutch including cam means and'an actuating handle common to said clutch and power element.

19. A ship propulsion mechanism comprising a motor having a. power controlling element, a propeller shaft, fluid actuated clutch mechanism between said motor and shaft, a valve for controlling clutch actuating fluid, linkage connections for actuating said power controlling element, and means for moving said valve to render the clutch operative prior to movement of certain of said linkage connections.

20. A propelling mechanism comprising a motor having a power controlling element, a pair of shafts, clutch mechanisms for alternatively connecting said motor and shafts, and common means for controlling said clutch mechanisms and said power controlling element including means whereby substantially the same effectiveness of control can be had during connection of either clutch.

21. A propelling mechanism comprising a motor having a power controlling element, a shaft, clutch mechanism for connecting said motor and shaft, common means for controlling said clutch and said power element, including a manually operated lever adapted upon initial movement from a neutral position to permit engagement of the clutch and upon continued ,movement to allow increased power generation by said motor and. means whereby said increased power is under the direct control of the manually operated lever.

22. A ship. propulsion mechanism com prising a driving motor having a power controlling element, propeller shafts extending in opposite directions from said motor, a clutch mechanism associated with each shaft and adapted to connect the same to said motor, a single controlling handle. and means associated therewith for rendering either one of said clutches operative and for controlling power generation of said motor, including means whereby said handle is movable in one direction to effect control of one clutch and is movable in a different direction to control the other clutch.

23. A propelling mechanism comprising a motor having a power controlling element, a shaft 'connectable to said motor, a governor, means for controlling said power element by said governor, manual means for also controlling said element, including means opcratively connected to said governor, whereby the manual means can move said power element and hold the governor substantially in a single position.

24. A propelling mechanism comprising a motor having a power controlling element, a shaft connectable to said motor, a governor, means for controlling said power element by said governor, manually operated means for also controlling said element, including means operatively connected to said governor, and means, whereby when said shaft is being connected to said motor said governor will substantially exclusively control said power element, while the manually operated means will remain relatively stationary.

25. A ship propulsion system comprising a prime mover, propeller shafts extending in opposite directions therefrom, a clutch mechanism associated with eachshaft for connecting the same alternatively to the prime mover, a power controlling element for said prime mover, and means for controlling sald power element and clutch mechanisms including a speed governor adapted to control the power element during low speeds, manually operated means for effect;

ing alternative operation of said clutch' mechanisms, manually operated means for operating said power element including linkages pivotally supported and having operative connectlon with the governor whereby the control of said power element by said governor may be rendered substantially inoperative to thereby allow control of said power. element to be vested 1n manual operation, said manual means for controlling said clutch mechanisms and power element including a common controlling lever.

JOHN F. METTEN. 

